Railway-traffic-controlling apparatus



April 3, 1928.- v 1,664,532

' .v H. A. THOMPSON RAILWAY TRAFFIC CONTROLLING APPARATUS 1927 2Sheets-Sheet l April 3, 1928.

H. A. THOMPSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed May 15, 19272 Sheets-Sheet 2 w w m vil az-f Patented Apr. 3, 1928.

HOWARD A. THOMPSON, OF ED GEWOOD' UNION SWITCH j& SIGNAL-COMPANY,

PORATION OF PENNSYLVANIA.

BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE 0]? SWISSVALE, PENNSYLVANIA, ACOR- RAILWAY TRAFFm-ooNrnoLLrnG APPARATUS.

Application as m 13,

My invention relates to railway trallic controlling apparatus, andparticularly to apparatus of he'type comprising train-carried governingmeans controlled by train governing energy received from the trackway.More particularly my present invention relates to the trackwayportion'of such apparatus. I I

The present application is an improvement on the apparatus disclosed andclaimed in my co-pending application filed August 11;. 1926, Serial No.128,594, for railway trailic controlling apparatus.

I I will describe one form of trackway apparatus embodying my invention,and will then point out the novel features thereof in claims. v

I In the accompanying drawings, Figs. 1 and 2 are diagrammatic views,which, when placed end to end with Fig. 1 on the left, illustrate oneform of trackway apparatus embodying inyinvention. These views arefurtherso arranged that they constitute one complete unit of a system,so that the lefthand ,end of Fig. 1 is a continuation of the right-handend of Fig. 2. II I Referring to the drawings, the reference characters1 and 1 designate the track rails of a stretch of railway track overwhich traffic moves in both directions, and the ref} erencecharacters/1: and 4 designate the track rails of a passing siding, aseries of which are usually located at convenient intervals in a stretchof single track. The track rails 1 and I are dividedby insulated joints2 to forms plurality of blocks A -B, B-C, and-Dg-A, and the block A-{B-is further divided into two sub-blocks AQE and II I I I I I lr'afiicthrough the stretch shown in the drawing is g'overned by waysidesignals, each of which is designated by the reference character; S witha suitable exponent. It

will be noted thattwo opposing signals are loeatedat the point A andthat two opposingsignals are located at the point D, but that aneastboundsignal S is located at the point B and a Westbound signal S islocated at the point Q. QAll of the signals are 1927. Serial mime.

controlled in accordance With what is known 1n the ra1lway signaling artas absolute permissive block signaling. That is to say, when aneastbound train enters section A-B, it places the westbound signals. S8? and S atcstop, and each of these signals remains at stop until thetrain has passed it; as'the train passes signal 8%, it places thissignal at stop, and as the train passes signal S? it places the lattersignal at stop, but signal S then moves to the caution position. WVhenthe train passes signal 8%, it places the latter signal at stop,

,ivhereupon signal S moves to the caution position and signal S inovesto the proceed position. The apparatus for controlling;

these signals is omitted from the drawing, with the exception of theline relays eacli of which isdesignated by the referencecharacterH withan exponent corresponding to that of the associatedsignal. Theoperationof the signals during the westbound movementis, of course,similar to the operation just explained for an eastbound movement; I H IfLocated immediately in therear of the eastbound signal S? isa'shortfinsulated section of track which is known as the eastb,ounc lreset section, and locatedim'mediately in the rear of westbound signal;S is a similar wv'estboand reset section X C. Each of these sect-ionswill usna-lly be about 200 feet in length. Location A is'provided with apair or, reset sections X-,A .and A -X each of which. ispr'eferablyabout feet in length, and location D is prov'idedyvith a similar pair ofreset sections X -D and D X. Eacl 1 reset section is provided with analternating current track circuit which is normally supplied withcurreminds the secondary 6 or 7 or a transfarmer designated by' tliereference charact er; with an exponent corresponding to the location. IConsidering reset I section X A, for example, the right-hand terminalofsecondary 7 of transformer T? is connected through areactance 10 and'vire 1-1with rail-1? at the right-hand end of the section, and-the lefthand-terminal of this secondary is connected by wire 25' with rail 1 atthe left-hand end of the section. A. detector relay E has one of itsterminals connected with rail 1 at the left-hand end of the resetsection through wires 12 and 112 while the other terminal of this relayis con nected with rail 1 at the right-hand end of the reset sectionthrough wires 24 and 113. In the form here shown, the detector relay isof the direct current type, and an asymmetric unit 114 is interposedbetween one terminal of the relay and one of the track rails so that therelay receives pulsating direct current. The track circuit for each ofthe remaining reset sections is similar to the circuit for section X A.The primary 5 of each transformer T is connected with the secondary 8 ofa line transformer designated by the reference character L with anexponent corresponding to the location, and the primary 9 of eachtransformer L is consta-ntly supplied with alternating current from asource not shown in the drawing. It will be noted that the primary 5 ofeach transformer T and T is constantly connected with the secondary 8 ofthe associated transformer L, whereas the primary 5 of each transformerT and T is connected. with secondary 8 of the associated transformer Lthrough back contacts 54, and 55 of a relay Q or Q The control and thefunction of the relays Q will be explained hereinafter.

Each block and sub-block is provided with a track circuit comprising atrack battery 3, and a track relay designated by the reference characterF with a distinguishing exponent. Each block BC and CD is provided withtwo of these track relays located at the two ends of the blockrespectively, and the track battery 3 for each of ElIIGSG blocks islocated at the middle of the ock.

Each block and each sub-block is further supplied at times withalternatingtrain governing current under the control of trafficconditions in advance, and this current is supplied from thetransformers T through the rails of the reset sections, so that in theevent of failure of the supply of alternating current to any resetsection, the supply of train governing current to the block or subblockin the rear of such section will also be discontinued.

Before explaining the operation of the apparatus, it should be pointedout that the apparatus herein shown and described is suitable forco-operation with train-carried governing means requiring the supply ofalternating train governing current to at least one of the track railsto prevent a stop indication of any suitable type such as an automaticapplication of the brakes. If the supply of such current isdiscontinued, a stop indication will result unless the engineman takesproper steps to acknowledge the change in traffic conditions. If he doesacknowledge, the train may proceed without incurring a stop indication,but if alternating current is again supplied to the rails occupied bythe train and this current is subsequently discontinued, the enginemanmust again acknowledge to prevent a stopindication. One form oftrain-carried governing means suitable for. co-operation with thetrackway apparatus herein disclosed, is shown and described inUnitedStates Letters Patent Reissue No. 16,502, granted on December 7,

1926, to Ronald A. McCann, for railway traiiic controlling apparatus, I

In apparatus of the type described in that patent, the train-carriedgoverning means is controlled by alternating current in the track railsthrough the mediumfof an in ductive receiver carried on the train inadvance of the forward axle, so that it is neces rail 1 of reset sectionX A, wires 12, 13,

14 and 15, reactance 16, rail 1, the wheels and axles of the train inblock D-A rail 1, ref sistance 17, track battery 3, wire 18, circuitcontroller 19 operated by signal S wire 20, circuit controller 21operated bysignal S front contact 22 of line relay 11%, wires 23 and 24,rail 1 of reset section X -A,' and wire 25 to secondary 7 It will beseen that this circuit will not be closed unless signal S is at stop,signal S indicates proceed or caution, and relay H 5 is closed. As thetrain enters reset section X A, it will receive alternating traingoverning current from rail 1 and the voltage supplied to this sectionis. such as to effectively operate the train carried governing mechanismto prevent a stop indication. While the train occupies reset section A-X,it will receive alternating current from rail 1, and so a stopindication will still be prevented. As the train enters reset section AXit will place signal S E at stop, and it will also place opposingsignals S and S at stop, these signal operations being primarily due tothe opening of relay E lVhen the train passes point X it will receivetrain governing current in the following manner: The current fromsecondary 6 of transformer T will flow through reactance 26, Wire 27rail. 1 of reset section X-B, wires 28 29 and 30, prim ary'40 of atransformer -P ,wire-31, front contact'32 of track relay-F wire 33,circuit controller 34 operated by signal S front contact 35 of linerelay H wire 36, back contact 37 ofan auxiliary relay K wire 38, rail 1of reset section X -B, and wire 39 to secondary 6 of transformer T. Thesecondary circuit for transformer P is from secondand axles of thetrain, railv 1*, Wire 53, back Contact 32 of track relay F wire 33,circuit controller 34, front contact 35 of relay H wire 36, back contact37 of relay K wire 38 rail 1, and wire 39 tosecondary 6.

The relay K is connected with the circuit for line relay H and a portionof this circuit is shown in the drawing, such portion being wire 115,front contact 116 of track relay F wire 117, and contact 118 of checkingrelay E One terminal of relay K is connected with wire 117 and the otherterminal is connected through wires 119 and 45 with common wire U. Sincerelay H is controlled by all track relays between signals 8%; and S andsince re'layK is tapped onto the control circuit for relay H at'point B,it follows that relay K is con- I trolled byall track relays between Aand B and consequently is opened by the eastbound train when the'trainpasses point A.

\Vhen the eastbound train enters reset sec.- tion X .B, it will receivetrain govering current from. secondary 6 of transformer T through rail 1,.it being understood that relay Q remains open during thepassage ofan'eastbound train. \Vhen the train enters section BC, it will receivetrain governing currentin the following manner: If signal 8% is in theclear or caution position, current will flow from secondary6 oftransformer T through reaction 57,1ail 1 of reset section' X D, wires58, 59 and 60, primary 6]. of a trailsformer P wire62, front contact 63of track relay F wire 64, circuit controller 65 operated by signal Swire 66, circuit controller 67 operated by signal S front contact 68 ofrelay H wires 69: and 7O,'rai l 1 of section X D, and wire 71 tosecondary 6. The secondary; circuit for, transformer P is from secondary72, through wi'rer73', contact 74 of track relay F wires 75 and 76,contact 77 of checking relay E wire 78,

primary 79 of transformer G, wires 80 and 81, common return wire U, andwire 82 to secondary 72. The secondary 120 of transformer G is connectedacross the rails of block B-C. \Vhen the train enters the westboundreset section C X, it will open checking relay E and while track relay Fis still opena pick-up circuit for relay Q will be closed, which'circuitis from terminal Z of a suitable source of current through back contact91 of line relay H back con tact 93 of track relay, F", wire 94, backcontact 95 of relay E wire 96, frontcontact 97 of relay K winding ofrelay QP, wires 98 and 81 and common wire U to terminal 0 of the samesource of current. Relay Q will remain closed as long as any part of thetrain occupies reset section CX*, because this relay is provided with astick circuit which passes from terminalZ, through back cont-act 99 ofrelay E wire 100, front c011- tact 56 of relay Q Wire 101, winding ofrelay QP, and wires98, 81 and U to terminal 0. WVhile relay QP isclosed, the supply of current to transformer T from transformer L? isdiscontinued, and current is then supplied to transformer T fromsecondary 72 of transformer P the circuit being from secondary 72,through wire 73, contact 7 4' of track relay F wires 75 and 83, frontcontact 55 of relay QP, wire 84, primary 5 of transformer T wire 85,frontcontact 54 of relay QP, and wires 86,- 81, U, and 82 to secondary72 of transformer P Inasmuch as the supply of current to transformer Pdepends upon the position (if-signal S it will be seen that during thepassage of an eastbound train through. the westbound reset section C.Xthe supply of train govcrning current to this train will depend upontraflicconditions in advance.

1 While the train occupies the section Xf X it issupplied with traingoverning cure rent from secondary 6 of transformer T, the circuit beingthrough track rail 1 of section X -D, wires 58, 59 and 87,'-resistance88, wire 8'.9,trac'k rail 1, the wheels and axles of the train, trackrail 1, wire 90, back contact 63 of relay F, wire 64, circuit controller65 operatedby signal S wire 66, circuitcontroller 67 operated by signalS front contact 68 of relay H wires 69 and 70, mil 1 of section X -D andwire 71 to secondary 6 of transformer T It follows that the train willnot receive train governing current unless signalS is in the proceed orcaution position and the circuit for the reset section X D isintact.

As the train passes through reset sections X"D and DX it will receivetrain governing current from secondaries 6-and 7, respectively, oftransformer T I will now assume that when the eastboundtrain enterssection XY E, signal S is-in the stop position so that the supply ofadded between these points.

train governing current to this block is discontinued. The cnginemanmust then ac knowledge in order to prevent a stop indication. As thetrain enters reset section X -B, itwill receive train governing energyfrom transformer T so that it signal S indicates stop or caution whenthe train passes point B, the engineman must again acknowledge in orderto prevent a stop indication. If, however, the supply of train governingenergy to block BC is discontinued while an eastbound train is passingthrough the stretch, then when such train enters westbound reset section(L-X it will not receive train governing energy, and so thetrain-carried governing apparatus will not be reset and it will,consequently, not be necessary for the engineman to acknowledge uponpassing the point 11*.

The operation of the apparatus during the passage of the westbound trainwill be understood from the foregoing without anydetailed explanation.It will be observed that as the westbound train passes through westboundreset section C-X*, relay QP will not become closed, and, consequently,this train will always receive train governing current from rail 1 ofthis section. hen the westbound train passes through reset section XB,however, relay Q will become closed, so that the supply of traingoverning current to this section will then depend on traffic conditionsin advance of this section, and, therefore, this reset section will notnecessitate acknowlegdment at point X if the train is proceeding under astop indication.

It will be understood that absolute permissive signaling alone wouldrequire only one (or two) track sections betweenpoints A andB, whereasin my present invention two reset sections A-X and X B are This does notchange the absolute permissive operation of the signals, however,because all signal circuits'formerly controlled by track relays F and Falone will now be controlled also by relays E and E. This applies alsoto blocks CD and D--E.

Although I have herein shown and described only one form ofapparatusembodying my invention, it is understood that various changesand modifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: V

1. In combination, a stretch of railway track along which traflic movesin both directions, said stretch being divided into blocks and also intoa short eastbound reset section and a short westbound reset section,means operating during the passage of a train in either directionthrough said stretch to supply train governing current to the rails ofeach block under the control of traffic con ditions in advance of theblock, means normally operating to supply train governing current to therails of each reset section regardless of traflic conditions in advanceof such section, means operating while an eastbound train occupies. saidwestbound reset section to discontinue the normal supply of traingoverning current to such section and to supply train'governing currentto such sec tion under the control of traflic conditions in advance ofthe train, and means operating when a westbound train occupies saideastbound reset section to discontinue the'normal supply oftraingoverning current to the rails of such section and to supply traingoverning current to the rails of such section under the control oftrafiic conditions in advance of the train.

2. In combination, a stretch of railway track along which traflic movesin both direc tions, said stretch being divided into blocks and alsointo a short eastbound reset section and a short westbound resetsection, means operating during the passage of a train in eitherdirection through said stretch to supply train governing current to therails of each block under the control of traflic conditions in advanceof the block, a normally open relay for each reset section, means foreach reset section operating when the associated relay is open toconstantly supply train governing current to the rails of the sectionregardless of traflic conditions, means for closing the relay for theeastbound reset section while such section is occupied by a westboundtrain but not while it is occupied by an eastbound train, means forclosing the relay for the westbound reset section while such section isoccupied by an eastbound train but not while it is occupied by awestbound train, and meansoperating when the relay for either section isclosed to discontinue the normal supply of train governing current tothe rails of the section and to supply train govern ing current to thesectionunder the control of trafiic conditions in advance of the trainthen occupying the section.

, 3. In combination, a stretch of railway trackalong which trafiic movesin both directions and containing an eastbound reset section and awestbound reset section, means operating during the passage 01"" a trainin either direction through said stretch to supply train governingcurrent to the rails of the main parts of the stretch in advance of thetrain under the control of trafiic conditions in advance of the train,means operating during the passage of aneastbound train to supply traingoverning current to said eastbound reset section whilethe trainoccupies such section regardless of trafiic conditions in advance and tosupply train governing current to said westbound reset section under thecontrol of traffic conditions in advance of such section While the train00 cupies such section, and means operating While a Westbound trainpasses along said stretch to supply train governing current to saidWestbound section While the train 0ccupies such section regardless oftraffic condit-ions in advance and to supply train governing current tosaid eastbound section under the control of traffic conditions in ad- 1Vance While the train occupies such section. in testimony whereof Iafiix my signature.

HOWARD A. THOMPSON.

